Semi-weekly south Kentuckian. [volume] (Hopkinsville, Ky.) 1883-1889, 1887-01-25
INTERSTATE CoMMERcE BILL.
Dangerous Legislation.

The report of the Senate Committee
on Transportation Routes to the Sea-
board, synopsis of which was yes
terday published in the Courier
journal, contains information which
should at least make the Senate pause
in its attempt to destroy the basis on
which rates to the sea-board are
made.
The Regan-Cullom bill, now under
discussion, contains two provisions
which can not be adopted without
making necessary the abandonment
OF the very principles OH which our
entire system of transportation rests.
One provision prohibits pooling, the
other forbids the greater charge in
the aggregate for short than long
haul.
lit were announced tomorrow
that every railroad pool in the coun-
try had dissolved, there would be a
panic which could hot be confined TO
Wall Street. The pool is not scien-
tific solution of all or of any of the
difficulties surrounding the transport
tation companies, and its legality is
yet open TO question. 1t is only de-
vice, "a temporary arrangement by
which the evils that follow excessive
competition may be limited, and the
irresponsible freight agent may be
partly controlled. That it is not en-
tirely satisfactory is shown by its his
tory; for in distress, when times are
hard and business light, pools go 10
pieces not all at once or altogether,
but in way to destroy their eflicien-
cy, to create uneasiness, to cause
violent fluctuations of values.
They at best the pool is not salts
factory to the strongest roads, but it
is the price they pay for peace.
So, while one questions the wisdom
of legislating against an experiment
that, if not altogether successful, may
yet lead to success, the prohibition OF
pools is not likely to prove as disas-
trous or as revolutionary as the pro-
hibition of greater charge in the
aggregate for a short than for a long
haul.
The business of the railroads may
be divided into two classes somewhat
broadly-through or competitive bust
ness, long hauls; aud, secondly, local,
non-competitive or short haul bust
ness.
On the through business competi-
ton is strong and facilities for hand
ling IL have vastly improved in the
past ten years. The first great step
in the cheapening of this business
and in reducing its cost was taken
when local lines were consolidated
into what are termed trunk lines, and
business carried without breaking
bulk from the West to the board.
Attempts were made to array the
people against these consultations,
but no man of intelligence to-day de-
mics the benefits which followed.
The Senate Committee on Trans
portation Routes to the Sea- board
recognizes theimportant influence on
our industrial development of cheap
rates to the Sea-board, and in COM
menting on its elaborate tables, the
committee says significantly:
"a glance at this summary not only
shows the rapidly of the agricultur-
al growth of the United States and
its Importance as a food exporting
country, but ii also presents some of
the economic changes that have taken
place in Europe. In the first period |
the United States supplied less than
one per cent of wheat imported into
the United Kingdom In the last pc
riod it supplied nearly fifty-four per
cent-from less than 100000 bushels
IL increased, by series of leaps and |
bounds, 10 about l03,000,000 bushels.
Excepting the rapid growth of i'm
ports OF wheat from India, there is
10 instance in economic history of q
growth so rapid. The imports from
Russia during this period, though |
they have increased in amount, have |
not sdvanced greatly relatively. In
the first period they were nearly ten
per cent in the second they had |
somewhat increased I; in the third they
had receded again; in the fourth
they advanced considerably, and in
the fifth they had receded more rapid
" than the increase between the
Third and fOuth periods. The i'm
ports from Germany have decreased
from the second period actually as
well as relatively, while relatively
he percentage of decrease has been
steady, sinking from flfty-three per
'ent to thirty-three per cent, next to
.wenty-four, and then TO eighteen
,er cent, and lastly TO six per cent.
rhe capitalization of the German
Empire, the rapid increase of popula-
ion, the changes from an agricultur-
i condition to that of diversified in
lustries, all suggest themselves as
easons for this decrease. In Ger
many population is overtaking the
ood-producing capacity of the coun- !
ry."
Certainly no stronger argument I
ould be presented against the over I
brow of a schedule of rates which i
Ias made possibly this rapid agricul-
ural growth.
But it is claimed thatlocal business
las been sacrificed TO maintain these
through rates. IL this were 60
which IT Is Rot--the Reagan ullom ]
ill offers no relief. 1t merely for I
lids low through rates; it does /
lot provide, and legislation can not q
eeure, low local rates. 3
The Courier-Joufnai has shown {
frequently that whether local rates C
re high or not, they are lower than f
he roads could make them, were the 4
oads deprived of all through bust a
oss because fixed charges-taxes, in- A
rest. station. and terminal charges a
I'D road repairs-do not vary with b